Propeller safety device

Abstract

This invention provides a propeller safety device. The propeller safety device is configured to insert the moving part of the propeller into a fixed part during the fall of an air vehicle, thereby reducing the overall length of the propeller and preventing it from impacting the ground. This prevents secondary accidents caused by debris generated when a rotating propeller impacts the ground.

Description

Technical Field

[0001] This invention relates to a propeller safety device, and more specifically, to a propeller safety device for preventing secondary accidents that may occur when broken propeller fragments scatter during an air vehicle crash. Background Technology

[0002] In recent years, air vehicles have been developed for various applications, such as cargo container transport and medical transportation, and their energy efficiency and stabilization have reached the stage of practical application. Air vehicles utilize propeller control for flight, therefore, stability against fall is essential. Accordingly, in response to a potential fall, air vehicles selectively control propeller maneuvers; however, there are no safety measures in place to address the eventual fall of an air vehicle. For example, during a fall or collision, each rotating propeller impacts the ground, and the rapidly spinning propellers may break apart upon impact, creating debris scattered around the crash site and potentially leading to secondary accidents.

[0003] The above description is merely to help understand the background of the present invention and is not intended to imply that the present invention falls within the scope of prior art known to those skilled in the art. Summary of the Invention

[0004] Therefore, the present invention was made in consideration of the aforementioned problems in the prior art, and aims to provide a propeller safety device that can manage the propeller during the fall of an air vehicle, thereby preventing secondary accidents that may occur when the propeller hits the ground and propeller debris scatters.

[0005] To achieve the above objectives, the propeller safety device according to the present invention may include: a shaft, a fixed part, a movable part, and a drive module, wherein the shaft generates rotational power; the fixed part has a sliding space, a first end engaging with the shaft, and a second end configured to be open to communicate with the sliding space; the movable part is disposed at the second end of the fixed part and configured to extend from and insert into the sliding space, wherein when the movable part extends from the sliding space, it forms a blade together with the fixed part; the drive module is disposed in the sliding space of the fixed part and connected to the movable part, and is configured to insert the movable part into the sliding space when a signal indicating that an air vehicle is falling is input.

[0006] The fixing part may include a fixing portion located in the sliding space of the fixing part, and the drive module may be mounted to the fixing part. The moving part may have a hollow portion and an open first end, so that when the moving part is inserted into the sliding space, the fixing portion of the fixing part is inserted into the hollow portion of the moving part. The fixing part may include at least one support portion protruding inward from the circumference of the sliding space and connected to the fixing part. The moving part may include a guide cutout on its outer circumference, and the support portion may be inserted into the guide cutout. The support portion of the fixing part may extend linearly along the longitudinal direction of the sliding space.

[0007] The drive module may include a piston portion and an actuation portion, the piston portion passing through the fixed portion such that a first end of the piston portion can be movably placed in the sliding space and a second end of the piston portion can be connected to the moving portion; the actuation portion is disposed at the fixed portion and configured to generate an explosive force when an input signal indicating that an air vehicle is falling, thereby moving the first end of the piston portion toward the first end of the fixed portion to insert the moving portion into the sliding space of the fixed portion.

[0008] The fixed portion can be configured to close the opening at the second end of the fixed portion to seal the sliding space. The second end of the piston portion is connected to the second end of the moving portion, and the first end of the piston portion can be placed in the sliding space, with the first end of the piston portion located on one side of the sliding space when the moving portion extends out of the sliding space. The actuating portion can be installed to the fixed portion in the sliding space and configured to generate gas when a signal indicating that the air vehicle is falling is input, thereby moving the first end of the piston portion.

[0009] The drive module may include a movable portion, an elastic portion, and a stop. The movable portion passes through the fixed portion such that a first end of the movable portion can be movably placed in the sliding space and a second end of the movable portion can be connected to the movable part. The elastic portion is disposed between the first end of the movable portion and the fixed portion and is configured to be elastically deformable. The stop is arranged in the sliding space of the fixed portion and is configured to fix the position of the movable portion by contacting the first end of the movable portion when the movable part extends out of the sliding space and the elastic portion is compressed, and to separate from the first end of the movable portion when a signal indicating that the air vehicle has crashed is input.

[0010] The second end of the movable portion can be connected to the second end of the movable part, and the first end of the movable portion can be placed in the sliding space. When the movable part extends out of the sliding space, the first end of the movable portion is located on one side of the sliding space. The elastic portion can be a compression spring, having a first end connected to the first end of the movable portion and a second end connected to the fixed portion. The second end of the fixed portion and the first end of the movable part can be configured to be fixedly connected to each other, thereby maintaining the extended state of the movable part.

[0011] The propeller safety device may include a controller configured to receive flight information of the air vehicle and determine whether the air vehicle is crashing, and in response to determining that the air vehicle is crashing, send a signal indicating that the air vehicle is crashing to the drive module. The controller may be configured to receive altitude information of the air vehicle and send a signal indicating that the air vehicle is crashing to the drive module when the altitude of the air vehicle is equal to or less than a preset altitude.

[0012] The controller can be configured to further receive information about the descent speed and attitude of the air vehicle, pre-store a preset speed corresponding to the descent speed and a preset angle corresponding to the attitude of the air vehicle, and when the descent speed is equal to or greater than the preset speed and the attitude of the air vehicle is equal to or greater than the preset angle, the controller can be configured to send a signal indicating that the air vehicle is falling to the drive module.

[0013] In the propeller safety device with the above structure, the movable part constituting the propeller can be inserted into the fixed part during the fall of the air vehicle, thereby reducing the overall length of the propeller and preventing the propeller from impacting the ground. Therefore, secondary accidents caused by debris generated when the rotating propeller impacts the ground can be prevented. Attached Figure Description

[0014] The above and other objectives, features, and other advantages of the invention will become more clearly understood from the following detailed description, taken in conjunction with the accompanying drawings, in which:

[0015] Figure 1 This is a schematic diagram showing a propeller safety device according to the present invention;

[0016] Figure 2 It shows Figure 1 A schematic diagram of the movable part of the propeller safety device is shown, wherein the movable part is in the extended state;

[0017] Figure 3 It shows Figure 1 A schematic diagram of the movable part of the propeller safety device is shown, wherein the movable part is in the inserted state;

[0018] Figure 4 It is along Figure 1 The cross-sectional view obtained by line A-A' shown in the figure;

[0019] Figure 5 This is a schematic diagram showing the pre-operation state of the drive module according to the implementation scheme;

[0020] Figure 6 This is a schematic diagram showing the post-operation state of the driver module according to the implementation scheme;

[0021] Figure 7 This is a schematic diagram showing the pre-operation state of a drive module according to another embodiment;

[0022] Figure 8 This is a schematic diagram illustrating the post-operation state of a driver module according to another embodiment; and

[0023] Figure 9 This is a flowchart illustrating the control of the propeller safety device. Detailed Implementation

[0024] In the following description, a propeller safety device according to an exemplary embodiment of the present invention will be described with reference to the accompanying drawings.

[0025] Figure 1 This is a schematic diagram illustrating a propeller safety device according to the present invention. Figure 2 It shows Figure 1 A schematic diagram of the movable part of the propeller safety device is shown, wherein the movable part is in the extended state. Figure 3 It shows Figure 1 A schematic diagram of the moving part of the propeller safety device is shown, wherein the moving part is in the inserted state. Figure 4 It is along Figure 1 The cross-sectional view obtained by the line A-A' shown in the figure. Figure 5 This is a schematic diagram showing the pre-operation state of the driver module according to the implementation scheme. Figure 6 This is a schematic diagram showing the post-operation state of the driver module according to the implementation scheme. Figure 7 This is a schematic diagram showing the pre-operation state of a drive module according to another implementation scheme. Figure 8 This is a schematic diagram showing the post-operation state of a driver module according to another implementation scheme. Figure 9 This is a flowchart illustrating the control of the propeller safety device.

[0026] like Figures 1 to 3As shown, the propeller safety device according to the present invention may include: a shaft 100, a fixed part 200, a movable part 300, and a drive module 400. The shaft 100 generates rotational power. The fixed part 200 has a sliding space 210. A first end 200a of the fixed part 200 is engaged with the shaft 100, and a second end 200b is configured to be open to communicate with the sliding space 210. The movable part 300 is disposed at the second end 200b of the fixed part 200 and configured to extend from and insert into the sliding space 210. When the movable part extends from the sliding space, it forms a blade together with the fixed part 200. The drive module 400 is disposed in the sliding space 210 of the fixed part 200 and connected to the movable part 300. When a signal indicating that an air vehicle is falling is input, the drive module 400 causes the movable part 300 to insert into the sliding space 210.

[0027] Shaft 100 can be mounted to and rotated by drive motor M, and a hub H can be provided, with fixed portion 200 engaging with hub H. Fixed portion 200 and moving portion 300 form a blade, and multiple blades are provided to generate thrust during shaft 100 rotation. Fixed portion 200 can engage with shaft 100 and can be configured to rotate with shaft 100, and has a sliding space 210 to allow moving portion 300 to move. Accordingly, a second end 200b of fixed portion 200 can form an opening toward sliding space 210, allowing moving portion 300 to move into sliding space 210 through the second end 200b of fixed portion 200. When fixed portion 200 and moving portion 300 are formed as the exterior of a blade, thrust is generated due to rotation when moving portion 300 extends from sliding space 210 of fixed portion 200. Furthermore, the total length of blade decreases when moving portion 300 is inserted into sliding space 210.

[0028] Meanwhile, the drive module 400 is disposed in the fixed part 200, allowing the insertion movement of the moving part 300 to be selectively executed. The drive module 400 can be configured to receive signals indicating an air vehicle crash based on information about the air vehicle's flight status, and when such signals are received, the drive module 400 causes the moving part 300 to insert into the sliding space 210 to reduce the overall length of the blade. As the overall length of the blade decreases, it prevents the scattering of broken blade fragments upon impact with the ground or prevents accidents that might result from blade rotation.

[0029] When describing the invention in detail, the fixing part 200 may include a fixing portion 220 located in the sliding space 210, the drive module 400 is disposed in the fixing portion 220, and the moving part 300 has a hollow portion and a first end 300a with an opening, so that when the moving part 300 is inserted into the sliding space 210, the fixing portion 220 is inserted into the hollow portion. In other words, since the fixing part 200 has the fixing portion 220, the drive module 400 can be installed through the fixing portion 220 as an intermediary. Since the moving part 300 has a hollow portion, the weight of the moving part is reduced. Furthermore, since the moving part 300 has the first end 300a with an opening, when the moving part is inserted into the sliding space 210, the insertion movement of the moving part 300 can be performed simultaneously with the insertion of the fixing portion 220 into the hollow portion.

[0030] like Figure 4 As shown, the fixing part 200 may include at least one support part 230 protruding inward from the circumferential surface of the sliding space 210 and connected to the fixing part 220, and the moving part 300 may have a guide cutout 310 on its outer circumferential surface, into which the support part 230 is inserted. Meanwhile, Figure 4 The description is based on a circle, but it can actually be an ellipse.

[0031] As described above, in the fixing portion 200, the supporting portion 230 protrudes from the peripheral surface of the sliding space 210, and the fixing portion 220 can engage with the supporting portion 230, such that the fixing portion 220 can be located in the hollow portion of the moving portion 300 in the sliding space 210. The supporting portion 230 may include at least a pair of supporting portions to ensure the supporting rigidity of the fixing portion 220, and may include multiple supporting portions depending on the required rigidity.

[0032] Simultaneously, the guide cutout 310 into which the support portion 230 is inserted can be provided on the outer peripheral surface of the moving portion 300. Therefore, during the insertion of the moving portion 300, the support portion 230 can be inserted into the guide cutout 310, thereby effectively performing the insertion movement of the moving portion 300. When the moving portion 300 is inserted, the guide cutout 310 can extend a movement distance from the second end 300b to the first end 300a.

[0033] The support portion 230 can extend linearly along the longitudinal direction of the sliding space 210. Therefore, the guide cutout 310 of the moving portion 300, which accommodates the support portion 230, can engage with the support portion 230, thereby stably mounting the moving portion 300 to the fixed portion 200. Furthermore, the movement of the moving portion 300 can be guided along the extending direction of the support portion 230 to more stably perform the insertion movement. The guide cutout 310 can be formed at the upper and lower ends of the moving portion 300 while avoiding the rotation direction of the moving portion 300. Therefore, air resistance caused by the guide cutout 310 when the moving portion 300 rotates can be minimized. The support portion 230 can be provided at the upper and lower ends of the fixed portion 200 to connect to the guide cutout 310.

[0034] Simultaneously, the second end 200b of the fixed part 200 and the first end 300a of the movable part 300 can be fixedly connected to each other, thereby maintaining the extended state of the movable part 300. In other words, in order to maintain the movable part 300 in the extended state from the fixed part 200, the second end 200b of the fixed part 200 and the first end 300a of the movable part 300 have a fixing structure for fixing between the second end 200b of the fixed part 200 and the first end 300a of the movable part 300. The fixing structure can be formed by a protrusion and groove connection structure or a hook structure. For example, the second end 200b of the fixed part 200 has a protrusion on the inner circumferential surface of the sliding space 210, and the first end 300a of the movable part 300 has a groove corresponding to the protrusion.

[0035] When the moving part 300 extends from the sliding space 210 of the fixed part 200, the moving part 300 can remain extended from the fixed part 200 because the protrusion is inserted into the groove and then locked into the groove. In this state, when the insertion movement of the moving part 300 is performed, the moving part 300 can move into the sliding space 210 while simultaneously bending the protrusion of the fixed part 200. In the extended state of the moving part 300, the first end 300a of the moving part 300 and the second end 200b of the fixed part 200 can be fixed using various methods other than the protrusion and groove method.

[0036] The following describes the driver module 400 according to various implementation schemes.

[0037] As an implementation plan, such as Figure 5 and Figure 6As shown, the drive module 400 may include a piston portion 410 and an actuation portion 420. The piston portion 410 passes through the fixed portion 220 to movably place a first end 410a in the sliding space 210 and connect a second end 410b to the moving portion 300. The actuation portion 420 may be located at the fixed portion 220 and configured to generate an explosive force when a signal indicating that an air vehicle is falling is input, and to move the first end 410a of the piston portion 410 toward the first end 200a of the fixed portion 200, thereby inserting the moving portion 300 into the sliding space 210 of the fixed portion 200.

[0038] In other words, the drive module 400 may include a piston portion 410 and an actuation portion 420, and when the piston portion 410 moves due to the explosive force of the actuation portion 420, an insertion movement of the moving portion 300 connected to the piston portion 410 can be performed. Specifically, the piston portion 410 may extend along the longitudinal direction of the sliding space 210, and may move in the longitudinal direction of the sliding space 210 by passing through the fixed portion 220.

[0039] The first end 410a of the piston portion 410 can be placed in the sliding space 210 and cooperate with the actuation portion 420, while the second end 410b can be connected to the moving portion 300. Therefore, when the actuation portion 420 generates an explosive force via an input signal indicating an air vehicle crash, the first end 410a of the piston portion 410 receives the explosive force and moves toward the first end 200a of the fixed portion 200. The moving portion 300 is connected to the second end 410b of the piston portion 410, and thus moves together with the piston portion 410 toward the first end 200a of the fixed portion 200. Therefore, the insertion movement of the moving portion 300 can be performed simultaneously with its insertion into the sliding space 210.

[0040] For this purpose, the fixing portion 220 can be configured to close the opening at the second end 200b of the fixing portion 200, thereby sealing the sliding space 210. The actuation portion 420 can be provided at the fixing portion 220 in the sliding space 210 and configured to generate gas and move the first end 410a of the piston portion 410 when a signal indicating an air vehicle crash is input. The actuation portion 420 can be configured to generate an explosive force when gas is generated by instantaneously burning the gas generator using an ignition device.

[0041] The fixing portion 220 can be arranged at the second end 200b of the fixing portion 200 and configured to close the opening of the second end 200b, thereby preventing the gas generated from the starting portion 420 from flowing toward the moving portion 300. In other words, the sliding space 210 of the fixing portion 200 can be sealed by the fixing portion 220, thus preventing the gas generated by the operation of the starting portion 420 from moving toward the moving portion 300. The explosive force acts on the second end 200b of the fixing portion 200, thereby transmitting the explosive force to the piston portion 410, and the piston portion 410 can move together with the moving portion 300 toward the first end 200a of the fixing portion 200.

[0042] The piston portion 410 has a second end 410b connected to the second end 300b of the moving portion 300 and a first end 410a placed in the sliding space 210 (specifically, when the moving portion 300 extends out of the sliding space 210, the first end 410a is located on one side of the sliding space 210), such that the movable length of the moving portion 300 can be fixed by the length of the piston portion 410 or the sliding space 210. Furthermore, the piston portion 410 is formed such that the first end 410a corresponds to the shape of the sliding space 210 to transmit the explosive force generated by the actuation portion 420, and the piston portion 410 is formed such that the second end 410b corresponds to the interior of the hollow portion of the moving portion 300 to ensure the engagement force between the piston portion and the moving portion 300.

[0043] As described above, in the drive module 400 according to this embodiment, when the moving part 300 moves together with the piston part 410 by the explosive force generated from the actuation part 420, the insertion speed of the moving part 300 increases to allow for a rapid response to the fall of an air vehicle.

[0044] Meanwhile, as another implementation plan, such as Figure 7 and Figure 8 As shown, the drive module 400 may include a movable portion 430, an elastic portion 440, and a stop 450. The movable portion 430 passes through the fixed portion 220 such that a first end 430a is movably placed in the sliding space 210 and a second end 430b is connected to the movable portion 300. The elastic portion 440 is disposed between the first end 430a of the movable portion 430 and the fixed portion 220 and is configured to be elastically deformable. The stop 450 is disposed in the sliding space 210 of the fixed portion 200 and is configured to contact the first end 430a of the movable portion 430 when the movable portion 300 extends out of the sliding space 210 and the elastic portion 440 is compressed, thereby fixing the position of the movable portion 430. It separates from the first end 430a of the movable portion 430 when a signal indicating that the air vehicle has crashed is input.

[0045] In other words, the drive module 400 includes a movable portion 430, an elastic portion 440, and a stop 450. The drive module 400 is configured such that when the elastic portion 440 is compressed, the stop 450 restricts the movement of the movable portion 430; during separation of the stop 450 from the movable portion 430, the movable portion 430 moves due to the elastic force of the elastic portion 440, thereby allowing insertion movement of the movable part 300 connected to the movable portion 430. Specifically, the movable portion 430 can extend along the longitudinal direction of the sliding space 210 and can pass through the fixed portion 220 to move in the longitudinal direction of the sliding space 210.

[0046] The movable portion 430 can cooperate with the elastic portion 440, since the first end 430a of the movable portion 430 is placed in the sliding space 210 and the second end 430b is connected to the movable part 300. In addition, the elastic portion 440 can be arranged between the first end 430a of the movable portion 430 and the fixed portion 220 and can be configured to generate elastic force.

[0047] Therefore, with the movable part 300 extending from the fixed part 200, the elastic part 440 can be compressed between the first end 430a of the movable part 430 and the fixed part 220, and the stop member 450 supports the first end 430a of the movable part 430 to maintain the compressed state of the elastic part 440. Here, when a signal indicating that the air vehicle has fallen is input to the stop member 450, the stop member 450 can separate from the first end 430a of the movable part 430, and the movable part 430 can move towards the first end 200a of the fixed part 200 due to the elastic force of the elastic part 440. As a result, the second end 430b of the movable part 430 is connected to the movable part 300, and the movable part 300 moves towards the first end 200a of the fixed part 200 together with the movable part 430, thus enabling the movable part 300 to be inserted into the sliding space 210.

[0048] For this purpose, the movable portion 430 has a second end 430b connected to the second end 300b of the movable part 300 and a first end 430a placed in the sliding space 210 (specifically, during the extended state of the movable part 300, the first end 430a is located on one side of the sliding space 210). Therefore, the movable length of the movable part 300 can be fixed by the length of the movable portion 430 or the sliding space 210. Furthermore, the movable portion 430 can be formed with a first end 430a and a second end 430b, the first end 430a corresponding to the shape of the sliding space 210, thereby stably supporting the elastic portion 440, and the second end 430b corresponding to the interior of the hollow portion of the movable part 300, thereby ensuring the engagement force between the movable portion and the movable part 300.

[0049] The elastic portion 440 may be a compression spring having a first end connected to a first end 430a of the moving portion 430 and a second end connected to the fixed portion 220. As described above, the elastic portion 440 may include a compression spring and may be configured to generate a spring force, thereby performing an insertion movement of the moving portion 300 due to the movement of the moving portion 430 caused by the spring force of the elastic portion 440. The stop 450 may include a solenoid and may separate from the moving portion 430 while performing the insertion movement upon input of a signal.

[0050] As described above, during the fall or collision of an air vehicle, the drive module 400 according to another embodiment can operate such that the stop 450 separates from the moving part 430 and the compressed elastic part 440 generates a spring force, thereby causing the moving part 430 and the moving section 300 to move.

[0051] The present invention may also include a controller 500 configured to receive flight information of an air vehicle and determine whether the air vehicle has crashed, and may be configured to send a signal indicating that the air vehicle has crashed to the drive module 400 in response to determining that the air vehicle has crashed. The controller 500 may be configured to collect information about the flight status of the air vehicle using sensors or communication devices installed on the air vehicle, and to summarize the information to determine whether the air vehicle has crashed.

[0052] like Figure 9 As shown, the controller 500 can be configured to receive the altitude information of the air vehicle and send a signal indicating that the air vehicle is falling to the drive module 400 when the altitude of the air vehicle is equal to or less than a preset altitude.

[0053] In this invention, the insertion of the moving part 300 can preferably be performed before the air vehicle crashes and finally reaches the ground. In other words, the controller 500 can be configured to maximize control of the air vehicle's flight by rotating each propeller blade when the air vehicle's altitude is above a preset altitude, and when the air vehicle's altitude is below the preset altitude, and the controller determines that the air vehicle will impact the ground, the controller can be configured to operate the moving part 300 to insert, thereby preventing secondary accidents due to propeller blade rotation. Specifically, the controller 500 can be configured to restrict the insertion movement of the moving part 300 before the air vehicle's altitude reaches below the preset altitude, thereby maintaining flight control attributable to propeller blade rotation, and the controller 500 can be configured to operate the moving part 300 to insert immediately before the air vehicle finally impacts the ground, thereby preventing secondary accidents due to propeller blade rotation.

[0054] The controller 500 can be configured to receive information about the descent speed and attitude of the air vehicle, and pre-store a preset speed corresponding to the descent speed and a preset angle corresponding to the attitude of the air vehicle. When the descent speed is equal to or greater than the preset speed and the attitude of the air vehicle is equal to or greater than the preset angle, the controller can be configured to send a signal indicating that the air vehicle is falling to the drive module 400.

[0055] As described above, the controller 500 can be configured to further determine the descent condition of the air vehicle in response to its descent speed and attitude information. When the air vehicle's altitude is equal to or less than a preset altitude, and the descent speed has been pre-stabilized by the air vehicle's flight control, the controller allows the moving part 300 to remain extended, enabling the air vehicle to land safely. Furthermore, when the air vehicle's attitude tilt is equal to or greater than a preset angle, the propeller blades may contact the ground first; therefore, it can be determined whether to send a signal in response to the air vehicle's attitude.

[0056] As described above, the controller 500 can be configured to collect or summarize information about the altitude, descent speed, and angle of the air vehicle, and send a signal indicating that the air vehicle is falling when each factor reaches a preset value or at least two factors reach preset values, causing the moving part 300 to insert into the fixed part 200. Therefore, in the final fall scenario where the air vehicle falls and touches the ground, when the moving part 300 is inserted into the fixed part 200, safety assurance control is performed to ensure the safety of the air vehicle.

[0057] In the propeller safety device with the above structure, when an air vehicle crashes, the movable part 300 constituting the propeller is inserted into the fixed part 200, thereby reducing the overall length of the propeller to prevent it from impacting the ground. Therefore, secondary accidents caused by debris generated when the rotating propeller impacts the ground can be prevented.

[0058] Although exemplary embodiments of the invention have been described for illustrative purposes, those skilled in the art will understand that various modifications, additions, and substitutions may be made without departing from the scope and spirit of the invention as disclosed in the appended claims.

Claims

1. A propeller safety device, comprising: A shaft that generates rotational power; A fixing part having a sliding space, the fixing part having a first end engaged with the shaft and a second end configured to be open to communicate with the sliding space; A movable part is disposed at the second end of the fixed part and configured to extend from the sliding space and be inserted into the sliding space. When the movable part extends from the sliding space, it forms a blade together with the fixed part. A drive module is disposed in the sliding space of the fixed part and connected to the moving part, and is configured to insert the moving part into the sliding space when a signal indicating that the air vehicle is falling is input, thereby reducing the total length of the propeller to prevent the propeller from hitting the ground; as well as A controller configured to receive the flight status of an air vehicle and determine whether the air vehicle has crashed, and configured to send a signal indicating that the air vehicle has crashed to the drive module in response to determining that the air vehicle has crashed; The controller is configured to receive altitude information of the air vehicle and, in response to determining that the altitude of the air vehicle is equal to or less than a preset altitude, send a signal indicating that the air vehicle is falling to the drive module.

2. The propeller safety device according to claim 1, wherein, The fixing part includes a fixing portion located in the sliding space of the fixing part, the driving module is installed to the fixing part, and the moving part has a hollow portion and an open first end, so that when the moving part is inserted into the sliding space, the fixing portion of the fixing part is inserted into the hollow portion of the moving part.

3. The propeller safety device according to claim 2, wherein, The fixing part includes at least one support portion that protrudes inward from the circumference of the sliding space and is connected to the fixing part, and the moving part includes a guide cutout on its outer circumference, into which the support portion is inserted.

4. The propeller safety device according to claim 3, wherein, The supporting portion of the fixing part extends linearly along the longitudinal direction of the sliding space.

5. The propeller safety device according to claim 2, wherein, The driving module includes: A piston portion passing through the fixed portion, a first end of the piston portion being movably positioned in the sliding space and a second end of the piston portion being connected to the moving portion; and The initiating part is located at the fixed part and is configured to generate an explosive force when a signal indicating that the air vehicle is falling is input, causing the first end of the piston part to move toward the first end of the fixed part, thereby inserting the moving part into the sliding space of the fixed part.

6. The propeller safety device according to claim 5, wherein, The fixing part is configured to close the opening at the second end of the fixing part to seal the sliding space.

7. The propeller safety device according to claim 5, wherein, The second end of the piston portion is connected to the second end of the moving part, and the first end of the piston portion is placed in the sliding space. When the moving part extends out of the sliding space, the first end of the piston portion is located on one side of the sliding space.

8. The propeller safety device according to claim 5, wherein, The actuation part is mounted to the fixed part in the sliding space and configured to generate gas when a signal indicating that the air vehicle is falling is input, thereby moving the first end of the piston part.

9. The propeller safety device according to claim 2, wherein, The driving module includes: A movable portion that passes through the fixed portion to movably place a first end of the movable portion in the sliding space and to connect a second end of the movable portion to the movable part; An elastic portion, disposed between the first end of the movable portion and the fixed portion and configured to be elastically deformable; and A stop member is arranged in the sliding space of the fixed part. The stop member is configured to fix the position of the moving part by contacting a first end of the moving part when the moving part extends out of the sliding space and the elastic part is compressed, and to separate from the first end of the moving part when a signal indicating that the air vehicle has fallen is input.

10. The propeller safety device according to claim 9, wherein, The second end of the movable part is connected to the second end of the movable section, and the first end of the movable part is placed in the sliding space. When the movable section extends out of the sliding space, the first end of the movable part is configured to be located on one side of the sliding space.

11. The propeller safety device according to claim 9, wherein, The elastic part is a compression spring, which has a first end connected to a first end of the moving part and a second end connected to the fixed part.

12. The propeller safety device according to claim 1, wherein, The second end of the fixed part and the first end of the movable part are connected to each other in a fixed manner, thereby keeping the movable part in an extended state.

13. The propeller safety device according to claim 1, wherein, The controller is configured to further receive information about the descent speed and attitude of the air vehicle and pre-store a preset speed corresponding to the descent speed and a preset angle corresponding to the attitude of the air vehicle. In response to determining that the descent speed is equal to or greater than the preset speed and the attitude of the air vehicle is equal to or greater than the preset angle, the controller is configured to send a signal indicating that the air vehicle is falling to the drive module.

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